Railway signaling apparatus



Feb. z, 1937. J J. VANHORN l 2,069,342

RAILWAY SIGNALING APPARATUS Filed Oct. 22, 1955 JamQSJ. Van/201112 INVENT Patented Feb. 2, 1937 PATENT OFFIQE RAILWAY SIGNALNG APPARATUS James J. Vanhorn, Swissvale, Pa., assigner to Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application October 22, 1935, Serial No. 46,114

11i Claims.

My invention relates to railway signaling apparatus, and more particularly to apparatus for the contro-l oi a track occupied indication signal usually associated with a track model at a remote point (such as a dispatchers office) and rendered active whenever the stretch oi track represented by the track model -becomes occupied.

A feature of my invention has to do with the control of such a signal by existing relays in such a manner as to avoid the necessity of providing an additional relay, with a separate line wire extending between the ends of the represented 4 stretch, for controlling such signal.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic View showing one form of apparatus embodying my invention.

Referring to the drawing, the reference character F designates a stretch of railway track which is provided with switches ZSW and SSW at the respective ends thereof leading to branch tracks Fa and Fh, respectively.

The track F is divided into track sections IT to 5T, the sections 2T and 5T being those which include the switches ZSW and 55W. Each track section is provided with a track circuit comprising a battery D and a track relay designated by the reference character P, with a suitable prex designating the section to which it belongs. Eastbound traffic over the switch 58W is governed by high and low speed signals R5A and REB, respectively, and the signal RSA is provided with the usual distant signal REA located at the entrance of track section 2T. This latter signal governs the movement of eastbound traflic over switch ZSW in its normal position. The low speed signal REB associated with track Fa governs the movement of eastbound traffic over the switch ZSW in its reverse position. In a similar manner, signals LZA, L2B, LSA and LSB govern westbound traffic movements over switch 28W in its normal and reverse positions and over switch BSW in its normal and reverse positions, respectively.

An approach relay RAR is provided for the stretch F. This relay is included in a circuit which passes from terminal X of a suitable source of current, through the front contacts ll to I4 of track relays lTR to ATR, respectively, and the winding of relay RAR to terminal Y of the same source. This circuit is provided with two branches around contact ll of relay ITR, one of which branches includes front contact 2l of an approaching locking relay REL/1R, while the other includes contact ZSWE of switch ZSW closed only when switch 23W is in its reverse position.

The approach locking relay RZMR is provided with a pick-up circuit which passes from. terminal X, through front contact i5 of a signal repeating relay RZGP, front Contact is of the usual approach relay REAR for track sections to the rear ci signal RA, and the winding of relay RMR, to terminal Y. The pick-up circuit for relay REMR is provided with a branch around Contact i9, which branch includes back contact Il of track relay ETR. The pick-up circuit for relay RZZMR is also provided with another branch around contacts i9 and il, which branch includes the iront contact 24 oi a time element relay 2TE. A stick circuit for relay RZMR is also provided and includes iront contacts l5 and 26 of relays REGP and RZMR, respectively. The time element relay ETE is provided with a circuit which passes from terminal X, through front contact l5 oi relay RZGP, back contact 2i)` of relay R2MR and the winding of relay ZTE, to terminal Y. The relay 'TE has no bearing on the present invention, but has been shown in order to complete the disclosure of the control circuits for relay REMR. Relay RZMR controls the switch ZSW in such a manner that the switch cannot be operated unless the relay RZMR is energized. The signal repeater relay RZGP is normally energized over a circuit closed only while both signals RZA and R213 are in their stop position. This circuit passes from terminal X, through signal contacts RtBi and RZAi ,and the winding of relay RZGP, to terminal Y. The circuits and apparatus employed in operating the switches ZSW, SSW and the various wayside signals have no bearing on the present invention and therefore have not been shown. For similar reasons the usual approach locking relay and associated circuits employed in connection with switch ESW have not been shown.

For the purpose of obtaining a clear understanding of the present invention, it is assumed that the various switches and signals employed are controlled from a remote point (such as a train dispatchers ofce) by a suitable centralized trafc control system wherein operation of the various pieces of apparatus in a field station causes code equipment thereat to function as required to operate appropriate indicating equipment in the` oiiice. In the present disclosure, only the apparatus and circuits considered necessary to a complete understanding of the invention have been shown. The right and left portions of the stretch of track F and the associated switch and signals are designated 'lield station No. I and Field station No. 2, respectively, and the eld code equipment of the centralized traic control system is diagrammatically represented in the respective eld stations by squares. The apparatus located at a point remote from the stretch of track F is shown within a dashed line enclosure, designated Office, and includes a square representing the office code equipment of the trafc control system, indication control relays RSAK and R21-IGK of such system having to do with the present invention, and lamps E and R2H controlled by these relays. Relay R21-IGK is controlled by the signal repeating relay RZGP in Field station No. which is released whenever signal REA or RZB is cleared, and, in closing back contact I6 causes the eld and cnice code equipment of the traiic control system to function in known manner as required to pick up indication control relay RZHGK. Relay R5AK is controlled by approach relay REAR in a similar manner, that is, when R5AR releases its back contact I8 closes and causes the eld and ofce code equipment to function as required to pick up indication relay REAK.

The lamp E is provided to, when energized, indicate to an operator the occupied condition of that portion of track E' extending between the home signal R5A and its distant signal RZA, and comprising track sections 2T to 'l'I, respectively. The lamp R21-I is provided to, when energized, indicate to the operator that one of the signals R2A or REB is displaying a proceed indication. The necessity of providing a separate relay, operated over an added line wire extended between signals RZA and R5A and controlled solely by the track relays of sections 2T or @.T intervening between these two signals, is avoided by placing the lamp E under the control of existing relays- R2GP and RSAR and their code controlled relays RZHGK and RSAK, respectively. The lamp RZI-I is solely under the control of relay RZGP and its code controlled relay R21-IGK. The lamp E is placed solely under the control of relay RSAR and its code controlled relay RSAK during such times that the control of the release of relay REAR is solely under control of the track relays of sections 2T to 4T; while use is made of the existing relay RZGP and its code controlled relay R2HGK to prevent the release of relay RSAR from exercising any control over signal E when relay REAR is released in response to section IT becoming occupied after signal RZA has been cleared.

The operation of the apparatus shown in the drawing is as follows: In the absence of trains the circuits and apparatus are in the condition shown. When an eastbound train enters section IT, relay ITR releases its front Contact II, but without effect as the circuit for relay RAR is maintained closed over the branch circuit including the front contact 2| of relay RZMR. If signal R2A is now cleared, relay RZGP releases and through the medium of back contact I6 and the code equipment causes relay RZHGK to become energized. When relay R21-IGK picks up, it closes the circuit for lamp RZH at front contact 22, thereby notifying the operator that an R2 signal has cleared; and it also opens Contact 23 in the circuit for lamp E. When relay RZGP released, it also opened the pick-up and stick circuits for relay REMR at front contact I5. Relay R2MR accordingly releases to prevent movement of switch ZSW, and toopen the circuit passing through relay RBAR at front contact 2 I. Relay RSAR accordingly releases and closes back Contact I 8, which, through the medium of the code equipment causes relay RSAK to be picked up. When relay RSAK picks up, it closes ccn tact 25 in the circuit for lamp E, but without effect at this time, contact 23 being open.

If now the train advances into section 2T, relay ZTR releases and signal R2A is returned to the stop position in known manner. When relay 2TR releases, it opens contact I2 in the circuit for relay R5AR, and closes one of the branches in the pick-up circuit for relay RZMR at back contact I'I. As soon as signal RZA returns to its stop position, relay RZGP again picks up, and by opening back contact I 6 causes the code equipment to eiect the deenergization of relay RZHGK. Relay RZGP also completes the pickup circuit for relay RZMIR at front contact I5 over the branch including back contact I'I of relay Z'IR and relay RZMR accordingly again picks up. When relay RZHGK releases, it opens the circuit for lamp RZH at front contact 22, and at back contact 23 completes the circuit for lamp E which accordingly becomes lighted. Since the circuit for relay RSAR includes front contacts of relays 2TR, STR and 4TR of section IT to 4T, respectively, it will be apparent that signal E will remain lighted until all of these sections, the territory between signals R2A and R5A, have been vacated.

If, with all sections unoccupied, as shown, the switch 28W is moved to the reverse position, its contact 25W I closes the branch circuit around front contacts II and 2| of relays ITR and RZMR, respectively, thereby preventing the circuit for relay REAR from being opened when signal RZB is cleared or as a result of section IT becoming occupied. If now signal RZB is cleared, it opens the circuit for relay RZGP at contact RZBI. Relay RZGP accordingly releases, and, in the manner already described, causes relay R21-IGK to pick up and relay RZMR to release. When a train accepts the cleared signal RZB and enters section 2T the circuit for relay R5AR will be opened at front contact I2 of relay 2TR, and signal RZB will also return to its stop position When relay RSAR releases, its back contact I8 closes and causes relay RSAK to pick up. As soon as contact R2BI closes, relay RZGP will also pick up, thereby causing relay RZHGK to again become deenergized. When relay R2HGK releases, it completes the circuit for lamp E at back contact 23.

It will be apparent that a westbound train entering the stretch F will effect the release of track relay 4TR, which, in turn, will open the circuit for relay REAR at front contact I4. Relay RSAR will accordingly close its back contact I8 and thereby cause the code equipment to function as required to pick up relay REAK. Relay REAK will accordingly pick up and complete the circuit for signal E and this circuit will be maintained closed until the train leaves section 2T.

It will be seen from the foregoing that by the use of two indication relays in the office of the traic control system, controlled by existing relays at opposite ends of the stretch of track F, I am able to control the signal E as required to provide and indication of the occupied condition of that portion of the stretch of track between home signal REA and its distant signal RZA without the necessity of providing an additional line wire between such signals.

Although I have herein shown and described only one form of kapparatus embodying my invention, it is understood that various changes and modiiications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: Y

1. In combination, a stretch of railway track, a wayside signal for directing traflic into one end of said stretch, an approach relay at the other endof said stretch; means for deenergizing said approach relay when said stretch is occupied, means for also deenergizing said approach relay when a track section adjoining said stretch is occupied by a train approaching said wayside signal at clear, a signal for indicating the occupancy of any portion of the stretch and located in the oiiice of a traiiic control system associated with said stretch; and means in the cnice of the traffic control system jointly controlled by said approach relay and by said wayside signal for effecting actuation of said signal only when the stretch is occupied.

2. In combination, a stretch of railway track divided into a plurality of sections each provided with a track circuit including a track relay, signals at the ends of the stretch for directing traic into and out of the stretch respectively,

an approach relay having an energizing circuit including front contacts of the track relays of said sections, a relay remote from the stretch controlled by one of said signals, a second relay remote from the stretch controlled by said appreach relay, and a signal jointly controlled by said latter two relays to indicate the occupancy of a portion of the stretch.

3. In combination, a stretch of railway track divided intov a plurality of track sections each provided with a track circuit including a track relay, a signal for directing traffic movements over said sections, an approach relay having an energizing circuit including contacts of said track relays, a relay remote from the stretch controlled by said signal, a second relay remote from the stretch controlled by said approach relay, and a signal jointly controlled by said latter two relays to indicate the occupancy of one of said sections.

4. In combination, a stretch of railway track divided into a plurality of track sections each provided with a track circuit including a track relay, a signal for directing traflic movements over said sections, an approach relay having an energizing circuit including contacts of the track relays of said sections, a relay remote from the stretch controlled by said signal, a second relay remote from the stretch controlled by said approach relay, a first signal controlled solely by one of said latter two relays, and a second signal jointly controlled by said latter two relays.

5. In combination, a stretch of railway track divided into a plurality of sections each provided with a track circuit including a track relay, signals at opposite ends of the stretch for directing traffic into the stretch from the respective ends thereof, an approach relay having an energizing circuit including contacts of the track relays of said sections, an indication relay controlled by one of said signals, a second indication relay controlled by said approach relay, a signal for indicating the occupied condition of one or more sections of the stretch, and a circuit for said latter signal completed by one of said indication relays after the stretch becomes occupied..

6. In combination, a stretch of railway track divided into a plurality of track sections each provided with a track circuit including a track relay, a wayside signal located at the junction of two adjoining sections for directing traffic.

through respective sections of the stretch in advance of said signal, a relay for the stretch normally energized over a circuit including a front Contact of each track relay, a track occupied indication signal, means responsive to the release of said normally energized relay for energizing said track occupied indication signal, and means for preventing the release of said relay from effecting the energization of said track occupied indication signal until a section in advance of said wayside signal becomes unoccupied.

7. In combination, a stretch of railway track equipped with a switch, signals for directing traffic into the stretch over the switch in its normal and reverse positions respectively, a normally energized relay for said stretch, a track occupied indication signal, means for effecting the release of said relay when the stretch becomes occupied to eect the energizaticn of said indication signal, means for eiecting the release of said relay before the stretch becomes occupied providing a certain of said rst signals has previously been cleared, and means controlled by the cleared signal for preventing the release of said relay from eiecting the energization of said indication signal until after the stretch has become occupied and the cleared signal has returned to its stop position.

8. In combination, a stretch of railway track divided into a plurality of track sections each provided with a track circuit including a track relay, a signal located at one end of the stretch for directing traiiic through respective sections of the stretch, an approach relay for the stretch normally energized over a circuit including a front contact of each track relay, a signal repeating relay released by the signal when the saine is cleared, and a remotely disposed signal having an energizing circuit jointly controlled by said approach and signal repeating relays.

9. In combination, a stretch of railway track divided into a plurality of sections each provided with a track circuit including a track relay, signals at opposite ends of the stretch for directing traiiic into the stretch from the respective ends thereof, an approach relay having an energizing circuit including contacts of the track relays of said sections, an indication relay controlled by one of said signals, a second indication relay controlled by said approach relay, a signal for indicating the occupied condition of one or more sections of the stretch, and a circuit for said latter signal completed by one of said indication relays when the stretch is entered from one end and completed by the other of said indication relays when the stretch is entered from the other end.

1G. In combination, a stretch of railway track, a wayside signal located at an intermediate point along the stretch, a normally energized relay for the stretch, a. track occupied indication signal, means for effecting the release of said relay whenever a section in advance of said wayside signal becomes occupied, means rendered eiective when said wayside signal is at clear for also effecting the release of said relay while only a section to the rear of said wayside signal is occupied, and means effective if said relay releases when said wayside signal is at stop for causing the energization of said track occupied indication signal.

11. In combination, a stretch of railway track, a wayside signal located at an intermediate point along the stretch, a normally energized relay for the stretch, means for effecting the release of said relay whenever said signal displays a proceed indication and a portion of the stretch to the rear of said signal becomes occupied, means for also effecting the release of said relay whenever any portion of the stretch in advance of said signal is occupied, a track occupied indication signal, means set into operation by the release of said relay to bring about the energization of said indication signal, and means for preventing the energization of said indication signal from occurring while said Wayside signal is displaying a proceed indication.

12. In combination, a stretch of railway track, a wayside signal located at an intermediate point along said stretch, a normally energized relay, means for eiecting the release of said relay in response to the occupancy of any portion of said stretch or in response to the occupancy of the portion in advance of said wayside signal depending upon whether said signal is displaying a proceed indication or a stop indication, a track occupied indication signal, and means controlled by said relay and by said Wayside signal for effecting the energization of said indication signal only when the portion of said stretch in advance of said wayside signal is occupied.

13. In combination, a stretch of railway track, a wayside signal located at an intermediate point along said stretch, a normally energized relay,

' means for eiecting the release of said relay in response to the occupancy of any portion of said stretch providing said signal is displaying a prorelease of said relay from effecting the energiza- 5 tion of said indication signal while said wayside signal is displaying a proceed indication.

14. In combination, a stretch of railway track divided into track sections each equipped with a track circuit including a track relay, a home sig- 1 nal at one end of said stretch, a distant signal at the junction of the rst two sections at the other end of said stretch, a traffic control system associated with said stretch and having a control and indication oiiice at a point remote from said 1 stretch; an indication signal at the oiiice for, when energized, indicating that a portion of said stretch between said signals is occupied, an approach relay at one end of said stretch at times under the control of the track relays of sections 2 extending between said signals only and at times also under control of the track relay of the end track section to the rear of said distant signal, a iirst relay at the oilice controlled by said approach relay over said traiic control system and. 2 operated to eiect the energization of said indication signal, a signal repeating relay at the other end of said stretch deenergized whenever said approach relay is under control of the latter track relay, and a second relay at the office controlled 3 by said repeating relay over said traffic control system to prevent the energization of said signal being effected by the operation of said rst relay when only said track section to the rear of said distant signal is occupied. 3

JAMES J. VANHORN. 

